DOCSLIB.ORG

Decarbonization Potential of Electrofuels in the European Union

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Decarbonization Potential of Electrofuels in the European Union WHITE PAPER SEPTEMBER 2018 DECARBONIZATION POTENTIAL OF ELECTROFUELS IN THE EUROPEAN UNION Stephanie Searle and Adam Christensen www.theicct.org [email protected] BEIJING | BERLIN | BRUSSELS | SAN FRANCISCO | WASHINGTON ACKNOWLEDGMENTS Searle is with the International Council on Clean Transportation and Christensen is with the Three Seas Initiative. This work was generously supported by the European Climate Foundation. Thanks to Nikita Pavlenko, Jacopo Giuntoli, Nic Lutsey, Peter Mock, Chris Malins and Laura Buffet for helpful reviews and input. International Council on Clean Transportation 1225 I Street NW Suite 900 Washington, DC 20005 USA [email protected] | www.theicct.org | @TheICCT © 2018 International Council on Clean Transportation DECARBONIZATION POTENTIAL OF ELECTROFUELS IN THE EUROPEAN UNION EXECUTIVE SUMMARY Many European Union (EU) stakeholders expect electrofuels to have a prominent role in the EU’s energy future. Also known as “power-to-liquids,” “power-to-gas,” “e-fuels” and “e-gas,” electrofuels can deliver greenhouse gas (GHG) savings compared to petroleum when they are produced using low-carbon electricity. These alternative fuels are increasingly cited as a promising solution for achieving decarbonization of the transport sector because they can be used in internal combustion engines and, unlike most types of biofuels, have low land use impacts. Electrofuels will be incentivized by the recast Renewable Energy Directive (RED II) for 2021–2030 and automaker associations and other stakeholders are advocating for the GHG savings from electrofuels to also count toward vehicle CO2 standards. In a prior study (Christensen & Petrenko, 2017), we assessed the economics and GHG performance of electrofuel facilities in EU Member States from the present to 2040. This paper represents an update to that study, focusing on 2030 and introducing a number of changes to improve the relevance of this work for ongoing policy analysis. Our updated economic analysis for electrofuels uses a new, transparent renewable electricity price forecast for all EU Member States. We add a gaseous electrofuels pathway and assess its competitiveness with fossil gas, as well as explore the economics of using direct air capture to supply CO2 to electrofuel producers instead of industrial point sources. We analyze how the accounting of electrofuels in the final RED II impacts the GHG performance of these fuels and provide policy recommendations for maximizing their climate benefits. The net climate impact of electrofuels in the EU depends heavily on how they are counted toward the RED II targets. The RED II specifies that the energy content of the renewable electricity input to the electrofuels production process, not the energy content of the final fuel, is counted toward the 32% renewable energy target. Because the conversion efficiency of electrofuels is, at best, around 50%, the RED II effectively counts twice as much energy toward the renewable energy target as the amount of fossil fuels displaced, which is similar to the double counting of waste-based biofuels toward the renewable energy in transport target in the 2020 Renewable Energy Directive. If the 32% renewable energy sources (RES) target in the RED II is only just met (and not exceeded), any production of electrofuels would thus result in a corresponding shortfall in total renewable energy usage in the EU and thus an increase in fossil fuel use. We explore the direct and indirect GHG emission impacts of electrofuels in five scenarios. Scenario 1 represents electrofuel producers with a direct, off-grid connection to renewable electricity installations, and the RES target would be just met in Scenario 1A and exceeded in Scenario 1B. In Scenario 2, electrofuel producers import electricity from the grid, using guarantees of origin (GoOs) to demonstrate the electricity is renewable, and the RES target would be just met in Scenario 2A and exceeded in Scenario 2B. Scenario 2C is identical to Scenario 2A, but electrofuels count toward the renewable energy target on the basis of finished fuel, similar to other transport fuels. Our findings largely echo those of our previous study: Electrofuels will deliver limited—if any—renewable fuel volumes and GHG reductions in the EU in the 2030 time frame. We find that very high policy support of 2.5 or 3 euros per diesel equivalent liter would be needed to deliver significant volumes of electrofuels. No electrofuels could be produced economically in the EU with less than 1.50 euros policy support. Even at 3 euros per liter policy support, electrofuels would only offset at most around 0.4% of total EU road transport fuel demand in 2030. Grid-connected electrofuel facilities demonstrating renewable electricity consumption through GoOs are more competitive than facilities directly connected to new renewable electricity installations because they can operate i ICCT WHITE PAPER at full production capacity a greater proportion of the time. Gaseous electrofuels in particular are not competitive due to low fossil gas prices; furthermore, using direct air capture CO2 substantially worsens electrofuel economics. Significant volumes of electrofuels could potentially be produced in the 2040–2050 time frame if very high policy support were to be maintained. The potential net climate impact of electrofuels is shown in Figure ES-1. Only in a scenario where electrofuels count toward the 32% renewable energy target on the basis of fuel produced rather than input electricity (Scenario 2C) can electrofuels deliver a significant level of GHG reductions, up to 4 million tonnes CO2e annually by 2030. Even in that case, very high policy support would be needed to achieve those production volumes, which would still only offset 0.5% of projected road transport GHG emissions in 2030 in the EU. The 3 euros per liter policy support necessary to drive significant deployment is roughly equivalent to 1,200 euros per tonne CO2e abated in this best- case scenario. If electrofuels were allowed to count toward vehicle CO2 standards, this strategy of emission reductions would cost 300 euros for each gram CO2 reduction per kilometer. In all other scenarios, we find that electrofuels would not deliver significant GHG reductions. 4 Scenario 1A: Direct connection, RES target just met 3.5 Scenario 1B: Direct connection, RES target exceeded 0.5% e/year) 2 Scenario 2A:Grid-connected, RES target just met 3 Scenario 2B: Grid-connected, RES target exceeded 0.4% 2.5 Scenario 2C: Grid-connected, counting fuel energy 2 0.3% 1.5 0.2% 1 0.5 0.1% 0 0.0% -0.5 Share of 2030 road transport emissions -1 -0.1% GHG reduction in 2030 (million tonnes CO 1 1.5 2 2.5 3 per diesel-eq liter policy support Figure ES-1: Potential GHG reductions in million tonnes CO2e/year (left axis) and as a share of road transport emissions (right axis) from electrofuels in 2030 in the EU by policy scenario and level of policy support. Policymakers can make RED II implementation decisions to ensure that electrofuels deliver real GHG reductions. One promising option is to require electrofuel producers to submit GOplus certificates that could demonstrate that the renewable electricity used, whether through a grid connection or a direct connection, has not been directly counted toward the RED II renewable energy target. Such a requirement could be introduced on the basis of excluding electrofuel pathways with high life-cycle GHG emissions, if GOplus certificates are not obtained, or if Member States interpret the RED II accounting clause to mean that the amount of energy in fuel should count toward the renewable energy target. Alternatively, Member States could take measures to exceed the renewable energy target by approximately the same amount as the volume of electrofuels reported. ii DECARBONIZATION POTENTIAL OF ELECTROFUELS IN THE EUROPEAN UNION Another key recommendation is not to allow electrofuels to count toward vehicle CO2 standards in the EU. Counting the same fuel toward both policies would effectively reduce the stringency of the vehicle standards without delivering additional climate benefits. If measures are taken to ensure that GHG reductions from electrofuels are additional, these fuels can make a modest contribution toward the EU’s renewable energy and decarbonization goals. iii ICCT WHITE PAPER TABLE OF CONTENTS Introduction ................................................................................................................................1 Assessment of potential electrofuel volumes to 2030 ....................................................... 3 Methods........................................................................................................................................................3 Results on electrofuel potential in 2030 .........................................................................................9 Climate performance of electrofuels ....................................................................................13 Emissions accounting in the recast Renewable Energy Directive (RED II) ......................13 Scenarios for GHG assessment ..........................................................................................................15 Methodology for life-cycle greenhouse gas assessment .........................................................15 Results on greenhouse gas impacts ................................................................................................17 Policy recommendations .........................................................................................................21
Load more

Recommended publications
  • A Comparative Study on the Prospects of Sustainable Aviation Fuels in Sweden
    A comparative study on the prospects of sustainable aviation fuels in Sweden Daniel Katebi Olle Hoffman Carlsson Kandidatexamensarbete KTH – Skolan för Industriell Teknik och Management Energiteknik EGI-2020) Bachelor of Science Thesis KTH School of Industrial Engineering and Management Energy Technology EGI-2020 TRITA-ITM-EX 2020:220 SE-100 44 STOCKHOLM Bachelor of Science Thesis EGI-2020 TRITA-ITM-EX 2020:220 Approved Examiner Supervisor Dilip Khatiwada Dilip Khatiwada Commissioner Contact person -2- Sammanfattning Flygplansindustrin behöver röra sig mot en mer hållbar framtid för att nå Europeiska Unionens klimatmål (att nå en klimatneutral ekonomi senast 2050), och under de senaste åren har intresset för hållbara flygplansbränslen ökat markant. I denna rapport sammanställde och jämförde vi olika produktionsvägar och råmaterial utifrån ekonomiskt-, tekniskt- och klimatperspektiv för långsiktig implementation. En litteraturstudie utfördes för att samla information om hållbara flygplansbränslen. Det finns ett flertal sätt att producera hållbara flygplansbränslen och denna rapport jämför tre olika produktionsvägar: Hydroprocessed Esters and Fatty Acids (HEFA), hydrotermisk förvätskning (HTL) och elektrobränslen. Av dessa har enbart HEFA godkänts för användning som flygbränsle (april 2020). Rapporten jämförde även tre olika råmaterial: biomassa från skogen, matlagningsolja samt matavfall ur ett svenskt perspektiv. Jämförelsen utfördes med en Pugh-matris som var baserad på: minskning i växthusgasutsläpp, teknisk mognadsgrad (hur långt i utvecklingen har produktionsväggen kommit), kostnaden för bränslet, effektivitet och potentiell bränslemängd (hur stor del av svenska jetbränslekonsumtionen kan vardera produktionsväg täcka). För att sätta jämförelsen i ett långsiktigt perspektiv vägdes jämförelseparameterna till: potentiell bränslemängd - 30%, minskning i växthusgasutsläpp - 30%, pris – 20%, avkastning – 10% och bränslet mognadsgrad – 10% av total 100 poäng.
    [Show full text]
  • Biofuels, Electrofuels, Electric Or Carbon-Free?: a Review of Current
    1Biofuels, Electrofuels, Electric or Carbon-free?: A review of current and emerging Sustainable 2Energy Sourcing for Aviation (SESA) 3Pimchanok Su-ungkavatin1*, Ligia Barna1, Lorie Hamelin1 41 Toulouse Biotechnology Institute (TBI), INSA, INRAE UMR792, and CNRS UMR5504, Federal University of Toulouse, 135 5Avenue de Rangueil, F-31077, Toulouse, France 6* Corresponding author e-mail address: [email protected] 7Abstract 8Climate neutrality is becoming a core long-term competitiveness factor within the aviation industry, as demonstrated 9by the several innovations and targets set within that sector, prior to and especially after the COVID-19 crisis. 10Ambitious timelines are set, involving important investment decisions to be taken in a 5-years horizon time. Here, 11we provide an in-depth review of alternative energy sourcing technologies for aviation revealed to date, which we 12classified into three main categories, namely liquid fuels (biofuels, electrofuels), electric aviation (all electric and 13hybrid), and carbon-free options (hydrogen-based, solar-powered). For liquid fuels, 10 pathways were reviewed, for 14which we supply the detailed process flow picturing all input, output, and co-products generated. The market uptake 15and use of these co-products were also investigated, along with the overall international regulations and targets for 16future aviation. As most of the inventoried pathways require hydrogen, we further reviewed six existing and 17emerging carbon-free hydrogen production technologies. Our review also details the five key battery technologies 18available (lithium-ion, advanced lithium-ion, solid-state battery, lithium-sulfur, lithium-air) for aviation, as well as 19the possible configuration schemes for electric propulsion (parallel electric hybrid, series electric hybrid, all electric, 20partial turboelectric and full turboelectric) and reflects upon the inclusion of hydrogen-powered fuel cells with these 21configurations.
    [Show full text]
  • The Role of E-Fuels in the Transport System in Europe (2030–2050) (Literature Review)
    A look into the role of e-fuels in the transport system in Europe (2030–2050) (literature review) Introduction As part of Concawe’s Low Carbon Pathways project, this In December 2015, Parties to the United Nations Framework Convention on Climate Change convened article presents a literature in Paris for the 21st Conference of Parties (COP21). The conference was an important step towards review on e-fuels, which aims to addressing the risks posed by climate change through an agreement to keep the global temperature build a better understanding of increase ‘well below 2°C above pre-industrial levels’ and drive efforts to limit it to 1.5°C above pre- e-fuel production technologies industrial levels. To achieve these goals, the European Union (EU) is exploring different mid-century and implications in terms of scenarios leading to a low-carbon EU economy by 2050. efficiency, greenhouse gas reduction, technology readiness level, environmental impact, In line with the EU’s low-emissions strategy, Concawe’s cross-sectoral Low Carbon Pathways (LCP) investment, costs and potential programme is exploring opportunities and challenges presented by different low-carbon technologies to demand. It is a summary of the achieve a significant reduction in carbon dioxide (CO2) emissions associated with both the manufacture exhaustive literature review and use of refined products in Europe over the medium (2030) and longer term (2050). which is due to be published by the end of 2019. In the scenarios considered by the Commission (P2X, COMBO, 1.5 TECH and 1.5 LIFE) e-fuels are presented as a potential cost-effective technology that could be used to achieve the objectives of the Paris Agreement, i.e.
    [Show full text]
  • Volume 64, Issue 3, July 2020 Published by Johnson Matthey © Copyright 2020 Johnson Matthey
    ISSN 2056-5135 Johnson Matthey’s international journal of research exploring science and technology in industrial applications Volume 64, Issue 3, July 2020 Published by Johnson Matthey www.technology.matthey.com © Copyright 2020 Johnson Matthey Johnson Matthey Technology Review is published by Johnson Matthey Plc. This work is licensed under a Creative Commons Attribution-NonCommercial-NoDerivatives 4.0 International License. You may share, copy and redistribute the material in any medium or format for any lawful purpose. You must give appropriate credit to the author and publisher. You may not use the material for commercial purposes without prior permission. You may not distribute modifi ed material without prior permission. The rights of users under exceptions and limitations, such as fair use and fair dealing, are not aff ected by the CC licenses. www.technology.matthey.com www.technology.matthey.com Johnson Matthey’s international journal of research exploring science and technology in industrial applications Contents Volume 64, Issue 3, July 2020 234 Guest Editorial: Johnson Matthey Technology Review Special Edition on Clean Mobility By Andy Walker 236 Powering the Future through Hydrogen and Polymer Electrolyte Membrane Fuel Cells By Bo Ki Hong, Sae Hoon Kim and Chi Myung Kim 252 Exploring the Impact of Policy on Road Transport in 2050 By Huw Davies 263 Sustainable Aviation Fuels By Ausilio Bauen, Niccolò Bitossi, Lizzie German, Anisha Harris and Khangzhen Leow 279 Hydrogen Fuel Cell Vehicle Drivers and Future Station Planning By Scott Kelley, Michael Kuby, Oscar Lopez Jaramillo, Rhian Stotts, Aimee Krafft and Darren Ruddell 287 Battery Materials Technology Trends and Market Drivers for Automotive Applications By Sarah Ball, Joanna Clark and James Cookson 298 Adaptable Reactors for Resource- and Energy-Efficient Methane Valorisation (ADREM) By Emmanouela Korkakaki, Stéphane Walspurger, Koos Overwater, Hakan Nigar, Ignacio Julian, Georgios D.
    [Show full text]
  • Assessing the Sustainability Implications of Alternative Aviation Fuels
    WORKING PAPER 2021-11 © 2021 INTERNATIONAL COUNCIL ON CLEAN TRANSPORTATION MARCH 2021 Fueling flight: Assessing the sustainability implications of alternative aviation fuels Authors: Nikita Pavlenko, Stephanie Searle Keywords: Aviation, biofuels, low-carbon fuels Aviation faces large technical barriers to making a transition to hydrogen or electricity- powered airframes, so the industry will probably have to rely on liquid fuels through 2050. That is particularly true for the medium- and long-haul flights that generate two- thirds of aviation emissions. If the industry is to meet its long-term climate goal of cutting greenhouse gas (GHG) emissions 50% by 2050 without curbing traffic growth or using out-of-sector carbon offsets, sustainable aviation fuels (SAFs) will need to play a key role. SAFs can be used to generate in-sector GHG reductions when they supplant conventional petroleum jet fuel. In 2018, less than 0.01% of aviation fuel came from alternative sources (Hupe, 2019; Graver, Zhang, & Rutherford, 2019). While reducing petroleum consumption in aviation is an important objective for decarbonization, the specific types of alternative fuels used to displace petroleum will determine the net climate impact of any alternative fuels policy. A fuel’s feedstock and its conversion process—together called the fuel pathway—determine the fuel’s life-cycle GHG emissions. The European Union’s recently announced Green New Deal framework calls for a clear regulatory roadmap for the decarbonization of aviation, to be achieved using a combination of new technology, SAFs, modal shift, and improved efficiency (European Parliament, 2020). As part of this effort, the European Commission announced the ReFuelEU initiative to deploy SAFs to decarbonize EU aviation (European Commission, n.d.).
    [Show full text]
  • Extracellular Electron Transfer from Cathode to Microbes: Application for Biofuel Production Okkyoung Choi and Byoung‑In Sang*
    Choi and Sang Biotechnol Biofuels (2016) 9:11 DOI 10.1186/s13068-016-0426-0 Biotechnology for Biofuels REVIEW Open Access Extracellular electron transfer from cathode to microbes: application for biofuel production Okkyoung Choi and Byoung‑In Sang* Abstract Extracellular electron transfer in microorganisms has been applied for bioelectrochemical synthesis utilizing microbes to catalyze anodic and/or cathodic biochemical reactions. Anodic reactions (electron transfer from microbe to anode) are used for current production and cathodic reactions (electron transfer from cathode to microbe) have recently been applied for current consumption for valuable biochemical production. The extensively studied exoelectro‑ genic bacteria Shewanella and Geobacter showed that both directions for electron transfer would be possible. It was proposed that gram-positive bacteria, in the absence of cytochrome C, would accept electrons using a cascade of membrane-bound complexes such as membrane-bound Fe-S proteins, oxidoreductase, and periplasmic enzymes. Modification of the cathode with the addition of positive charged species such as chitosan or with an increase of the interfacial area using a porous three-dimensional scaffold electrode led to increased current consumption. The extracellular electron transfer from the cathode to the microbe could catalyze various bioelectrochemical reductions. Electrofermentation used electrons from the cathode as reducing power to produce more reduced compounds such as alcohols than acids, shifting the metabolic pathway. Electrofuel could be generated through artificial photosynthe‑ sis using electrical energy instead of solar energy in the process of carbon fixation. Keywords: Bioelectrochemical synthesis, Extracellular electron transfer, Cathodic electron, Electrofuel Background and/or cathodic reactions. BES has two categories An eventual replacement of fossil energy source with according to the direction of electron flow, microbial fuel sustainable energy system is unavoidable.
    [Show full text]
  • Global Production of Bio-Methane and Synthetic Fuels -Overview
    BIOMETHANE AND SYNTHETIC FUELS 2019-05-06 Global production of bio-methane and synthetic fuels - overview Stefan Heyne Pontus Bokinge Ingrid Nyström BIOMETHANE AND SYNTHETIC FUELS Global production of bio-methane and synthetic fuels - overview Stefan Heyne, Pontus Bokinge, Ingrid Nyström CIT Industriell Energi AB 2019-05-06 i ii BIOMETHANE AND SYNTHETIC FUELS EXECUTIVE SUMMARY This study provides an overview of current and future global production of bio-methane and synthetic fuels for use in the transportation sector. The study is made by CIT Industriell Energi on assignment of the Norwegian environment agency. The report complements an earlier report that gives an overview of value chains for the production of liquid advanced biofuels. Together these two reports give a quite complete picture of potential renewable fuel production in the shorter (5- 10 years) term. In addition, they describe the most relevant value chains for this time perspective and some of their more vital linkages. The current report includes two very different groups of transport fuel value chains – partly bio- methane which is fairly well-established; partly synthetic fuels, which are currently on a much lower technology readiness level. It should be pointed out that there is no specific logic behind putting these two groups into the same report, other than that they were not included in the former report. Consequently, the scope and methodologies for each of the groups differ, and they are therefore summarized separately below. Production of bio-methane for use in the transportation sector Production of bio-methane, currently as well as in the near future, is mainly based on the value chain of anaerobic digestion.
    [Show full text]
  • Review of US and EU Initiatives Toward Development, Demonstration, and Commercialization of Lignocellulosic Biofuels Venkatesh Balan
    Old Dominion University ODU Digital Commons Civil & Environmental Engineering Faculty Civil & Environmental Engineering Publications 2013 Review of US and EU Initiatives Toward Development, Demonstration, and Commercialization of Lignocellulosic Biofuels Venkatesh Balan David Chiaramonti Sandeep Kumar Old Dominion University, [email protected] Follow this and additional works at: https://digitalcommons.odu.edu/cee_fac_pubs Part of the Bioresource and Agricultural Engineering Commons, Chemical Engineering Commons, and the Oil, Gas, and Energy Commons Repository Citation Balan, Venkatesh; Chiaramonti, David; and Kumar, Sandeep, "Review of US and EU Initiatives Toward Development, Demonstration, and Commercialization of Lignocellulosic Biofuels" (2013). Civil & Environmental Engineering Faculty Publications. 26. https://digitalcommons.odu.edu/cee_fac_pubs/26 Original Publication Citation Balan, V., Chiaramonti, D., & Kumar, S. (2013). Review of US and EU initiatives toward development, demonstration, and commercialization of lignocellulosic biofuels. Biofuels Bioproducts & Biorefining-Biofpr, 7(6), 732-759. doi:10.1002/bbb.1436 This Article is brought to you for free and open access by the Civil & Environmental Engineering at ODU Digital Commons. It has been accepted for inclusion in Civil & Environmental Engineering Faculty Publications by an authorized administrator of ODU Digital Commons. For more information, please contact [email protected]. Review Review of US and EU initiatives toward development, demonstration, and commercialization
    [Show full text]
  • Innovation Outlook: Renewable Methanol
    INNOVATION OUTLOOK RENEWABLE METHANOL in partnership with © IRENA 2021 Unless otherwise stated, material in this publication may be freely used, shared, copied, reproduced, printed and/or stored, provided that appropriate acknowledgement is given of IRENA as the source and copyright holder. Material in this publication that is attributed to third parties may be subject to separate terms of use and restrictions, and appropriate permissions from these third parties may need to be secured before any use of such material. ISBN 978-92-9260-320-5 CITATION IRENA AND METHANOL INSTITUTE (2021), Innovation Outlook : Renewable Methanol, International Renewable Energy Agency, Abu Dhabi. About IRENA The International Renewable Energy Agency (IRENA) is an intergovernmental organisation that supports countries in their transition to a sustainable energy future and serves as the principal platform for international co-operation, a centre of excellence and a repository of policy, technology, resource and financial knowledge on renewable energy. IRENA promotes the widespread adoption and sustainable use of all forms of renewable energy, including bioenergy, geothermal, hydropower, ocean, solar and wind energy, in the pursuit of sustainable development, energy access, energy security and low-carbon economic growth and prosperity. www.irena.org About METHANOL INSTITUTE The Methanol Institute (MI) is the global trade association for the methanol industry, representing the world’s leading producers, distributors, and technology companies. Founded in 1989 in Washington DC, MI now represents its members from five offices around world in Washington DC, Beijing, Brussels, Delhi, and Singapore. MI serves its members as the voice of the methanol industry, representing companies within the membership to governments and businesses around the world to promote the sustainable growth of the industry.
    [Show full text]
  • The Future of Diesel in the EU Series Electrofuels: Opportunities and Challenges
    The Future of Diesel in the EU Series Electrofuels: Opportunities and Challenges May 2019 Tammy Klein Principal [email protected] / +1.703.625.1072 (M) Key Points in This Report: Introduction • Electrofuels have great potential to both meet the EU's carbon reduction goals and provide carbon- This is the fifth in a series of reports and posts that will neutral fuels across transport modes, particularly be completed this year and will attempt to provide in difficult sectors such as aviation, marine and insights for members into the question of what the heavy-duty trucking. future of diesel will be in the EU (and what that might • A major challenge of electrofuels is the concomitant need to expand renewable power, portend globally). This project will be a series of posts which it has to do anyway to meet its carbon and reports over 2019, with a final report to culminate reduction goals. the work, draw conclusions, present insights and • Nevertheless, stakeholders in the EU, particularly provide a comparative analysis of the fuel options OEMs, are excited about the prospect of covered. The goal is to finish the series by the end of electrofuels because of their potential GHG benefit, the summer, capping with the final report and a low to no land use issues (unlike some biofuels), webinar to discuss the results. To refresh members, no air pollution issues (e.g. NOx and PM), the fuel types that will be covered include the compatibility with the fueling infrastructure and following: existing legacy vehicles. Meantime, HDV, shipping and aviation advocates have said that electrofuels could be a viable solution for their respective • Battery electric • LPG sectors and, in fact, could be the most viable vehicles (BEVs) • Methanol alternative long-term to fuel and decarbonize • Biodiesel and • Oxymethylene ethers these sectors.
    [Show full text]
  • Sustainable Synthetic Carbon-Based Fuels for Transport: Policy Briefing
    Sustainable synthetic carbon based fuels for transport POLICY BRIEFING Policy briefing Politics and science frequently move on vastly different timescales. A policymaker seeking evidence on a new policy will often need the answer in weeks or months, while it takes years to design and undertake the research to rigorously address a new policy question. The value of an extended investigation into a topic cannot be understated, but when this is not possible good evidence is better than none. The Royal Society’s series of policy briefings is a new mechanism aiming to bridge that divide. Drawing on the expertise of Fellows of the Royal Society and the wider scientific community, these policy briefings provide rapid and authoritative syntheses of current evidence. These briefings lay out the current state of knowledge and the questions that remain to be answered around a policy question often defined alongside a partner. Sustainable synthetic carbon based fuels for transport: Policy briefing Issued: September 2019 DES6164 ISBN: 978-1-78252-422-9 © The Royal Society The text of this work is licensed under the terms of the Creative Commons Attribution License which permits unrestricted use, provided the original author and source are credited. The license is available at: creativecommons.org/licenses/by/4.0 Images are not covered by this license. This report can be viewed online at: royalsociety.org/synthetic-fuels Cover image © wwing. CONTENTS Contents Executive summary 4 Introduction 6 Decarbonising options for transport modes 10 Heavy-duty road transport fuels 12 Marine transport fuels 12 Aviation fuels 13 1. Synthetic electrofuels 14 1.1 Efuel production 15 1.2 Future developments 18 1.2.1 Scaling down Fischer Tropsch 18 1.2.2 Electrolysis 18 1.2.3 Bacterial conversion 18 1.2.4 Solar to fuels 18 1.2.5 New efuels 19 1.3 Research challenges 21 1.4 Technology Readiness Levels (TRLs) 21 1.5 Timelines 21 2.
    [Show full text]
  • UCLA Electronic Theses and Dissertations
    UCLA UCLA Electronic Theses and Dissertations Title Development of a microbial process for the conversion of carbon dioxide and electricity to higher alcohols as biofuels Permalink https://escholarship.org/uc/item/0pk2f7pd Author Li, Han Publication Date 2013 Peer reviewed|Thesis/dissertation eScholarship.org Powered by the California Digital Library University of California UNIVERSITY OF CALIFORNIA Los Angeles Development of a microbial process for the conversion of carbon dioxide and electricity to higher alcohols as biofuels A dissertation submitted in partial satisfaction of the requirements for the degree Doctor of Philosophy in Molecular Biology by Han Li 2013 © Copyright by Han Li 2013 ABSTRACT OF THE DISSERTATION Development of a microbial process for the conversion of carbon dioxide and electricity to higher alcohols as biofuels by Han Li Doctor of Philosophy in Molecular Biology University of California, Los Angeles, 2013 Professor James C. Liao, Chair Man-made photovoltaic device is relatively efficient in converting sunlight to electricity, but the electrical energy generated is difficult to store. Current methods, such as chemical batteries, hydraulic pumping, and water splitting, suffer from low energy density or incompatibility with current transportation infrastructure. The biological systems, on the other hand, can store sunlight in high energy-density carbon-carbon bonds. However, the photosynthesis has low solar energy harvesting efficiency, for which no near-term improvements are in sight. One way to solve both problems is to combine man-made solar cells to biological Carbon dioxide (CO2) fixation and fuel production. Therefore, a microbial process to produce biofuels from CO2 and electricity is needed. In this work, we first used metabolic engineering methods to achieve the production of isobutanol, n-butanol, and 3-methyl-1-butanol (3MB) in a lithoautotrophic bacterium Ralstonia eutropha H16, which can utilize formate as the sole carbon and energy source.
    [Show full text]